JP5775180B2 - Automobile and control system and method thereof - Google Patents

Description

  The present invention relates to an automobile and a method for controlling an automobile. More particularly, but not exclusively, the present invention relates to a motor vehicle such as an all-terrain universal vehicle (ATV) having a driveline with a variable number of wheels supplying torque to drive the vehicle.

  Automobiles with a four-wheel drive mode that operate so that power is supplied to each pair of two pairs of wheels of the automobile are known. Power is supplied to the wheels via the drive line.

  There is also known an automobile configured such that power is constantly supplied to two pairs of wheels. In addition, there is also known an automobile configured such that power is selectively supplied to only one pair or two pairs of two pairs of wheels. A selector operated by the driver can be provided so that the driver can select driving with two wheels or four wheels. Some driveline systems require that the vehicle be stopped when transitioning between the two-wheel drive mode and the four-wheel drive mode. Such a system can be referred to as a static disconnect and reconnect system.

  British Patent GB2407804 discloses a dynamic driveline reconnection structure that reconnects the two wheels to the driveline when the vehicle is moving after disconnecting the wheel from the driveline. The system disclosed in British Patent GB2407804 uses a clutch structure to allow dynamic driveline reconnection.

  When a predetermined condition is met, the vehicle can operate so that the two pairs of wheels are automatically connected to the driveline so that they are driven by the engine, thereby enabling the vehicle to operate in four-wheel drive mode. Dynamic driveline reconnection systems are also known. This system automatically disconnects the driveline from one of the two pairs when a predetermined condition is not satisfied, allowing two-wheel drive operation.

  An object of some embodiments of the present invention is to provide an improved dynamic driveline system.

Embodiments of the invention will be understood by reference to the claims.
The present invention provides an automobile and method.

In another form of the invention seeking protection, the following automobile is provided. That is,
This car
The driving means,
At least a first group and a second group of one or more wheels;
A drive line for connecting the driving means to the first group and the second group consisting of one or more wheels, wherein the first group consisting of one or more wheels is operated by the drive line in the first operation. The second group of one or more wheels can be driven by the driving means when in the mode, and the second group of one or more wheels can be additionally driven by the driving means when the drive line is in the second operation mode. It has a drive line configured to be able to.
The drive line connects the second group of one or more wheels to a torque transmission path from the driving means when the drive line transitions between the first mode and the second mode. An auxiliary part including actuable, releasable torque transmitting means;
The automobile includes control means capable of automatically operating drive line control for shifting from the first mode to the second mode and from the second mode to the first mode,
The control means is operable to block the transition from the first mode to the second mode and / or the transition from the second mode to the first mode, depending on a predetermined vehicle operating temperature value. is there.

  Here, a group consisting of one or more wheels should be understood to include a group consisting of a single wheel.

  Preventing transition between modes includes preventing one or both of transition from the first mode to the second mode and transition from the second mode to the first mode.

  In one embodiment, the control means can be configured to prevent transition from the second mode to the first mode when the predetermined vehicle operating temperature is lower than the first predetermined value.

  Thus, in some embodiments, the driveline can transition from the first mode to the second mode when the predetermined vehicle operating temperature is lower than the first predetermined value, but from the second mode to the first mode. Cannot be migrated. The first predetermined value can also be referred to as the lower critical temperature value.

  In one embodiment, the control means is operable to prevent transition from the second mode to the first mode when the predetermined vehicle operating temperature is higher than the second predetermined value.

  Thus, in some embodiments, the driveline can transition from the first mode to the second mode when the predetermined vehicle operating temperature has a value higher than the second predetermined value, but from the second mode to the second mode. Cannot switch to 1 mode. This second predetermined value can also be referred to as the upper critical temperature value.

  In one embodiment, the second predetermined temperature value may be higher than the first predetermined temperature value.

  In one embodiment, the control means prevents the transition from the first mode to the second mode and the transition from the second mode to the first mode when the predetermined vehicle operating temperature value is lower than the third predetermined value. Can operate to do.

  Thus, in some embodiments, the drive line is prevented from switching from the first mode to the second mode or from the second mode to the first mode when the temperature is lower than the third predetermined temperature. The third predetermined temperature can be referred to as a lower critical mode lock temperature. This is because the driveline will be locked in any mode that happens to operate when the temperature drops below the third predetermined temperature.

  In one embodiment, the first and third predetermined operating temperature values may be substantially the same.

  In one embodiment, the third predetermined operating temperature value may be lower than the first predetermined operating temperature value.

  In one embodiment, the control means operates to prevent transition from the first mode to the second mode and from the second mode to the first mode when the predetermined operating temperature value is higher than the fourth predetermined value. can do.

  Thus, in some embodiments, the driveline is prevented from switching from the first mode to the second mode or from the second mode to the first mode when the temperature is higher than the fourth predetermined temperature. The fourth predetermined temperature can be referred to as the upper critical mode lock temperature. This is because the drive line will be locked in any mode that happens to operate when the temperature rises above the fourth predetermined temperature.

  In one embodiment, the second and fourth predetermined operating temperature values can be substantially the same.

  In one embodiment, the fourth predetermined value may be greater than the second predetermined value.

  Optionally, the control means controls the drive line to transition from the first mode to the second mode when a first set of one or more predetermined conditions relating to one or more vehicle operating parameters is satisfied. And is operable automatically, and the control means is further adapted to transition from the second mode to the first mode when a second set of one or more conditions relating to one or more vehicle driving parameters is met. Driveline control can be activated automatically.

  In one embodiment, the control means is a threshold of one vehicle driving parameter of the first set of one or more vehicle driving parameters that is higher or lower depending on a predetermined vehicle driving temperature value. However, the drive line may operate to change a first threshold value that is a threshold value at which the drive mode is changed from the first mode to the second mode.

  Thus, in some embodiments, if the value of one vehicle driving parameter in the first set of one or more vehicle driving parameters rises above a threshold, the driveline goes from the first mode to the second mode. . In some other embodiments, if the value of one vehicle driving parameter of the first set of one or more vehicle driving parameters falls below a threshold, the driveline goes from the first mode to the second mode. .

  In one embodiment, the control means is a threshold of one vehicle driving parameter of the second set of one or more vehicle driving parameters that is higher or lower depending on a predetermined vehicle driving temperature value. However, the drive line may operate to change a second threshold value that is a threshold value at which the drive line enters the first mode.

  Thus, in some embodiments, the driveline goes from the second mode to the first mode if the value of one of the second set of one or more vehicle driving parameters falls below a threshold value. . In some other embodiments, the driveline goes from the second mode to the first mode if the value of one of the second set of one or more vehicle driving parameters rises above a threshold. .

  In one embodiment, the first and second sets of one or more vehicle driving parameters may have common driving parameters. The first threshold value and the second threshold value are values of the operation parameter.

  The first threshold value and the second threshold value may be substantially equal.

  In one embodiment, the first threshold and the second threshold may be different values.

  Thus, there may be a hysteresis gap between the first threshold value and the second threshold value.

  In one embodiment, the predetermined vehicle operating temperature is at least selected from a vehicle part or fluid, a driveline auxiliary part or fluid, a releasable torque transmitting means part or fluid, and an ambient temperature. It can be one temperature.

  The predetermined vehicle operating temperature can be measured by a sensor.

  Alternatively or in addition, the predetermined vehicle operating temperature can be determined by a virtual model executed in computer software code. Here, the computer software code has one or more inputs corresponding to one or more vehicle operating parameters other than a predetermined vehicle operating temperature value.

  Optionally, the auxiliary part of the driveline has a propshaft, the releasable torque transmission means finances the first and second releasable torque transmission means, the first releasable torque transmission means comprising: The propshaft is operable between a connected state where the propshaft is connected to a torque transmission path from the driving means and a disconnected state where the propshaft is disconnected. It can operate so that it may be in the connection state connected to the 2nd group which consists of a wheel of this, and the cutting state disconnected from it.

  In one embodiment, both the first and second releasable torque transmitting means in the first mode of the driveline can be disconnected.

  Optionally, when the driveline is in the first mode and the predetermined vehicle operating temperature is lower than the first predetermined value, the control means places the first releasable torque transmitting means in the connected state but the second release. The possible torque transmitting means is configured to place in a disconnected state or to maintain the first releasable torque transmitting means in a disconnected state and the second releasable torque transmitting means in a connected state.

  This feature is that the speed difference between the input part and the output part of both the first and second releasable torque transmission means is reduced compared to the case where both the releasable torque transmission means are in the disconnected state. It has the advantage of being able to.

  Optionally, when the driveline is in the first mode and the predetermined vehicle operating temperature is higher than the second predetermined value, the control means places the first releasable torque transmitting means in the connected state but the second Configured to maintain the releasable torque transmitting means in a disconnected state, or to maintain the first releasable torque transmitting means in a disconnected state and place the second releasable torque transmitting means in a connected state. Yes.

  It will be appreciated that in some embodiments, it is advantageous for the first and second releasable torque transmitting means to be disconnected when the driveline is in the first mode. Thus, the propshaft is isolated from the second group of torque transmission paths to the driving means and one or more wheels. It is therefore substantially stationary and reduces losses associated with propshaft rotation.

  However, a wet clutch means is used for the first and / or second releasable torque transmission means, and the second releasable torque transmission means is a drive unit (eg a rear drive unit (RDU)). In the case of a configuration in which the difference in rotational speed between two or more wheels of the second group is received by slipping of the clutch means), the temperature of the second releasable torque transmitting means is sufficiently high. It would be undesirable for the clutch means to slip. This is because this can cause a further temperature increase of the second releasable torque transmitting means. Thus, the control means can control the drive line such that the second releasable torque transmitting means remains in the disconnected state. The first releasable torque transmitting means is placed in a connected state, thereby reducing the speed difference between the input and output of the second releasable torque transmitting means. This can further reduce the amount of energy dissipated by the second releasable torque transmitting means when the driveline is in the first mode.

  In other words, if the second releasable torque transmitting means is in a disconnected state such that the drive input is substantially disconnected from the drive output if there is a speed difference between the drive input and the drive output. However, when the clutch means or the like is heated, the speed difference can be reduced by placing the first releasable torque transmitting means in the connected state, and the possibility of becoming substantially zero is also possible. is there.

  Optionally, when the drive line is in the second mode and the predetermined vehicle operating temperature is higher than the third predetermined value, the control means controls the second releasable torque transmitting means to a disconnected state, whereby the drive line Is operable to take a first mode.

  This feature is an embodiment in which the second releasable torque transmitting means is connected to a drive unit that receives the difference in rotational speed of the left and right wheels due to slipping of the clutch means, and the benefit that heating of the clutch due to slipping can be reduced. Have Thus, when the temperature of the second releasable torque transmitting means is high, this feature can reduce the risk of damage to the driveline or reduce the amount of damage that the driveline suffers.

  Optionally, the control means further includes the first releasable torque transmitting means being the second releasable when the driveline is in the second mode and the predetermined vehicle operating temperature is higher than the third predetermined value. The connected state is maintained when the torque transmitting means is placed in a disconnected state.

  This has the advantage that the amount of relative rotation between the input and output parts of the second releasable torque transmitting means can be reduced and can be substantially reduced to zero. In the above case where the drive unit is used with a wet clutch means that accepts the difference in wheel rotation speed, this can reduce further heating of the part of the drive line such as the drive unit.

  It is understood that the wet clutch means or similar means can be heated even if the drive input is in an open state where the drive input is substantially disconnected from the drive output if a speed difference exists between them. Like. By maintaining the connected first releasable torque transmitting means in a connected state so that the drive input of the second releasable torque transmitting means is driven by the propshaft, a second releasable It will be appreciated that the speed difference between the drive input and drive output of the torque transmission means can be reduced and can be substantially zero.

  In one embodiment, the releasable torque transmitting means can be a clutch means, which can optionally be a wet clutch.

  In one embodiment, one or both of the first and second releasable torque transmitting means may be a clutch means.

  In one embodiment, the motive means may be at least one selected from an internal combustion engine and an electric machine.

In one form, the invention seeks protection, a method for controlling a vehicle having a driveline operable to drive a first group and a second group, each comprising one or more wheels, comprising:
Driving a first group of one or more wheels by a driving means coupled to the drive line in a first operation mode of the drive line;
In the second operation mode of the drive line, a second part consisting of one or more wheels in addition to the first group is coupled to the driving means by means of a releasable torque transmitting means. Including driving the group,
And the method automatically controls the drive line to automatically transition between the first mode and the second mode;
Furthermore, the method prevents transition between the two modes depending on a predetermined vehicle operating temperature value;
A method comprising:

  In one embodiment, the method includes preventing a transition from the second mode to the first mode when the predetermined vehicle operating temperature value is lower than the first predetermined value.

  In one embodiment, the method includes preventing a transition from the second mode to the first mode when the predetermined vehicle operating temperature value is higher than the second predetermined value.

Optionally, the control means controls the drive line to transition from the first mode to the second mode when a first set of one or more predetermined conditions relating to one or more vehicle operating parameters is satisfied. Is automatically operable and
The control means further automatically controls the drive line to transition from the second mode to the first mode when a second set of one or more predetermined conditions relating to one or more vehicle operating parameters is satisfied. Can be activated.

In one form of the invention seeking protection, the following automobile is provided.
Prime mover,
A drive line connecting at least a first group and a second group of one or more wheels, and a first group and a second group of the one or more wheels, wherein the drive line is the first A first group of one or more wheels is driven by a prime mover when in the operating mode, and a second group of one or more wheels is additionally added to the prime mover when the driveline is in the second operation mode. Comprising the drive line configured to be driven by
The driveline is operable to connect the second group of one or more wheels to the prime mover when the driveline transitions between the first mode and the second mode. Comprising an auxiliary part with possible torque transmission means,
The vehicle controls a drive line for transitioning between the first mode and the second mode when a first set of one or more predetermined conditions relating to one or more vehicle operating parameters is satisfied. Is automatically operable and
The vehicle further includes a driveline for transitioning between the second mode and the first mode when a second set of one or more predetermined conditions relating to one or more vehicle operating parameters is satisfied. Control is automatically operable, and the vehicle is operable to block transition between the modes depending on a predetermined vehicle operating temperature value;
Automobile.

In a further aspect of the present invention that seeks protection, a method is provided that includes the following steps for controlling a vehicle having a drive line operable to drive a first group and a second group of one or more wheels.
In the first operation mode of the drive line, a first group consisting of one or more wheels is driven by a prime mover coupled to the drive line, but a second group consisting of one or more wheels is not driven;
The second operation mode of the drive line includes a step of connecting the auxiliary unit to the prime mover by a releasable torque transmitting means, thereby driving a second group of one or more wheels in addition to the first group.
The method includes driving a driveline to transition between the first mode and the second mode when a first set of one or more predetermined conditions for one or more vehicle driving parameters is satisfied. Including controlling and
Controlling the driveline to transition between the second mode and the first mode when a second set of one or more predetermined conditions relating to the one or more vehicle driving parameters is satisfied. ,
Further included is blocking transition between both modes depending on a predetermined vehicle operating temperature value.

According to still another aspect of the present invention that seeks protection, an automobile having the following configuration is provided.
Prime mover,
A drive line connecting at least a first group and a second group of one or more wheels, and the prime mover to a first group and a second group of one or more wheels, wherein the one or more wheels A first group of wheels is driven by the prime mover when the drive line is in a first operating mode, and a second group of one or more wheels is driven by the prime mover when the drive line is in a second operational mode. Comprising the drive line configured to be additionally driven;
The driveline is a releasable torque operable to connect the second group of one or more wheels to the prime mover when the driveline transitions between a first mode and a second mode. Including an auxiliary part having a transmission means, and
The vehicle can automatically activate the driveline control to transition between the first mode and the second mode in response to the value of one or more vehicle driving parameters, and the vehicle can operate at a vehicle operating temperature. Depending on the value of one or more vehicle driving parameters depending on the value, it is configured to reduce the possibility of transition between both modes,
Automobile.

  Within the scope of the present invention, the various forms, embodiments, examples and alternatives described in the above description, claims and / or the following description and drawings may be used alone or in combination. For example, the features described in connection with one embodiment are intended to be applicable to all embodiments unless specifically contradicted.

1 is a schematic view of an automobile according to an embodiment of the present invention. And FIG. 6 is a schematic diagram of an automobile controller according to a further embodiment of the present invention.

  FIG. 1 is a schematic view of an automobile 1 having a drive line 5 according to an embodiment of the present invention. The drive line 5 has a gear box 18 coupled to a prime mover in the form of an internal combustion engine 11, a pair of front wheels 12, 13, an auxiliary part 10, and a pair of rear wheels 14, 15.

  The drive line 5 selectively transmits the power supplied from the internal combustion engine 11 to the front wheels 12, 13 only in the first operation mode (or two-wheel drive mode) or in the second operation mode (or 4). In the wheel drive mode), the front wheels 12 and 13 and the rear wheels 14 and 15 are simultaneously transmitted.

  Power is transmitted from the internal combustion engine 11 to the front wheels 12 and 13 by a clutch 17, a gear box 18, and a pair of front drive shafts 19.

  The auxiliary part 10 of the drive line 5 has a power transmission device (PTU) 24 with a power transmission clutch (PTC) 22 that operates to couple the main drive shaft or the prop shaft 23 of the auxiliary part 10 to the gear box 18. . Prop shaft 23 is coupled to a rear differential 30 that operates to couple it to rear drive shaft 26.

  The rear differential 30 has a pair of clutches 27 so that the rear differential 30 is operable to couple the prop shaft 23 to the rear drive shaft 26 when required to operate in the four-wheel drive mode.

  The driveline 5 has a controller 40 configured to control the operation of the power transmission clutch (PTC) 22 and the clutch 27. When operation in the four-wheel drive mode is necessary, the controller 40 is configured to close the power transmission clutch (PTC) 22 and close the clutch 27 of the differential 30.

  A temperature sensor 26 is provided in the power transmission unit (PTU) 24 to monitor the temperature of the lubricating fluid in the power transmission unit (PTU) 24. A corresponding temperature sensor 36 is provided in the rear differential 30 to monitor the temperature of the lubricant fluid in the rear differential 30. The sensors 26 and 36 send a signal corresponding to the temperature of each part to the controller 40.

The automobile is configured to control the drive line 5 to shift from the first mode to the second mode when any one of the following conditions is satisfied.
(A) The amount of instantaneous torque supplied to one or more wheels via the drive line is greater than a first predetermined instantaneous torque threshold.
(B) The steering wheel angle is larger than the first predetermined steering angle threshold.
(C) The steerable main wheel angle is greater than the first predetermined steerable main wheel angle.
(D) The change rate of the steerable main wheel angle is greater than a first predetermined steerable main wheel angle change rate threshold.
(E) The change rate of the handle angle exceeds a first predetermined handle angle change rate (angle rate) threshold.
(F) The lateral acceleration of the automobile is larger than the first predetermined lateral acceleration threshold.
(G) The lateral acceleration change rate exceeds a first predetermined lateral acceleration change rate threshold.
(H) The value of the throttle or accelerator pedal position exceeds a first predetermined throttle or accelerator pedal position threshold.
(I) The change rate of the throttle or accelerator pedal position exceeds the first predetermined throttle or accelerator pedal position change rate threshold.
(J) The driver request torque is greater than the first predetermined driver request torque threshold.
(K) The prime mover torque is greater than a first predetermined prime mover torque threshold.
(L) The slip amount of the wheel is larger than the first predetermined wheel slip threshold.
(M) The acceleration of the automobile is greater than a first predetermined automobile acceleration threshold.
(N) The vehicle deceleration is greater than a first predetermined vehicle deceleration acceleration threshold.
(O) The vehicle's yaw rate is greater than a first predetermined roll rate threshold.
(P) The roll rate error is greater than a first predetermined roll rate error threshold.
(Q) The vehicle speed is lower than a first predetermined vehicle speed threshold.
(R) The operating temperature is lower than the first predetermined operating temperature threshold.
(S) The ambient temperature is lower than the first predetermined ambient temperature threshold.
(T) The temperature of the automobile component is lower than the first predetermined component temperature threshold.
(U) The vehicle fluid temperature is lower than a first predetermined fluid temperature threshold.
(V) The temperature of the auxiliary drive line component is lower than the lower temperature threshold of the first predetermined auxiliary drive line.
(W) The temperature of the auxiliary driveline fluid is lower than the lower temperature threshold of the first predetermined driveline fluid.
(X) The temperature of the auxiliary drive line component is higher than a first predetermined drive line component upper temperature threshold that is higher than a lower temperature threshold of the first predetermined drive line component.
(Y) The temperature of the fluid in the auxiliary driveline is higher than a first predetermined driveline fluid upper temperature threshold that is higher than the lower threshold of the first predetermined driveline fluid.
(Z) The roughness of the drive surface is greater than a first predetermined surface roughness threshold.
(A1) The value of the brake pedal position is larger than the first predetermined brake pedal position threshold.
(B1) The braking pressure valve is higher than the first predetermined braking pressure threshold.

  The automobile is further configured to return from the second mode to the first mode when a condition that triggers the transition from the first mode to the second mode is not satisfied.

  It should be understood that in some embodiments, not all of (a) to (b1) above trigger the transition to the second mode. Alternatively, a transition can be triggered if one or more alternative conditions are met.

In some embodiments, in addition to the condition that triggers the transition to the second mode not being met, additional conditions must be met in order to be allowed to return to the first mode. Thus, for each of one or more conditions (a) to (b1) that trigger a condition for the second mode, one or more conditions for returning to the first mode may be as follows.
(A) The amount of instantaneous torque supplied to one or more wheels via the drive line is smaller than a second predetermined instantaneous torque threshold value that is smaller than the first threshold value.
(B) The handle angle is smaller than a second predetermined handle angle threshold value that is smaller than the first threshold value.
(C) The steerable main wheel angle is smaller than a predetermined second main wheel angle that is smaller than the first threshold.
(D) The change rate of the steerable main wheel angle is smaller than the second predetermined steerable main wheel angle change rate that is smaller than the first threshold.
(E) The change rate of the handle angle is smaller than a second predetermined handle angle change rate (wheel angle rate) that is smaller than the first threshold value.
(F) The lateral acceleration of the automobile is smaller than a second predetermined lateral acceleration that is smaller than the first threshold.
(G) The change rate of the lateral acceleration is smaller than a second predetermined lateral acceleration threshold value that is smaller than the first threshold value.
(H) The value of the throttle or accelerator pedal position is smaller than a second predetermined throttle or accelerator pedal position threshold value that is smaller than the first threshold value.
(I) The change rate of the throttle or accelerator pedal position is smaller than a second predetermined throttle or accelerator pedal position change rate threshold value that is smaller than the first threshold value.
(J) The driver request torque is smaller than a second predetermined driver request torque threshold value that is smaller than the first threshold value.
(K) The prime mover torque is smaller than a second predetermined prime mover torque threshold value that is smaller than the first threshold value.
(L) The slip amount of the wheel is smaller than a second predetermined wheel slip threshold that is smaller than the first threshold.
(M) The acceleration of the automobile is smaller than a second predetermined automobile acceleration threshold that is smaller than the first threshold.
(N) The deceleration acceleration of the automobile is smaller than a second predetermined automobile deceleration acceleration threshold value that is smaller than the first threshold value.
(O) The vehicle's yaw rate is less than a second predetermined roll rate threshold that is less than the first threshold.
(P) The roll rate error is smaller than a second predetermined roll rate error that is smaller than the first threshold.
(Q) The vehicle speed is greater than a second predetermined vehicle speed threshold value that is greater than the first threshold value.
(R) The operating temperature is higher than a second predetermined operating temperature threshold that is higher than the first threshold.
(S) The ambient temperature is higher than a second predetermined ambient temperature that is higher than the first threshold.
(T) The temperature of the automobile component is higher than a second predetermined component temperature threshold value that is higher than the first threshold value.
(U) The temperature of the vehicle fluid is higher than a second predetermined fluid temperature threshold that is higher than the first threshold.
(V) The temperature of the component of the auxiliary drive line is higher than the lower temperature threshold of the second predetermined auxiliary drive line that is higher than the first threshold.
(W) The temperature of the auxiliary driveline fluid is higher than a lower temperature threshold of a second predetermined auxiliary driveline fluid that is higher than the first threshold.
(X) The temperature of the auxiliary drive line component is lower than a second predetermined drive line component upper temperature threshold value that is lower than the first threshold value.
(Y) The temperature of the fluid in the auxiliary driveline is lower than the upper temperature threshold of the second predetermined driveline fluid that is lower than the first threshold.
(Z) The roughness of the drive surface is smaller than a second predetermined surface roughness threshold that is smaller than the first threshold.
(A1) The value of the brake pedal position is smaller than a second predetermined brake pedal position threshold value that is smaller than the first threshold value.
(B1) The braking pressure valve is lower than a second predetermined braking pressure threshold that is lower than the first threshold.

  Thus, if (for example) the car is driving in the first mode, the conditions will be satisfied if conditions (a) and (b) are met for the transition to the second mode. Will.

  Subsequently, when the conditions (a) and (b) for the transition from the second mode to the first mode are satisfied, any of the remaining conditions (c) to (b1) is changed from the first mode to the second mode. If the transition condition to is not satisfied, the vehicle returns to the first mode.

  Under certain operating conditions of the motor vehicle, the temperature of one or more parts of the driveline 5 including the auxiliary part 10 can rise to a temperature that is undesirable for performing the switching between the first mode and the second mode. For example, if the vehicle 1 is operated to be harsh and make multiple transitions between the first mode and the second mode, the temperature of the power transmission unit (PTU) 24 and / or the rear differential 30 can rise. There is sex.

  Accordingly, the automobile 1 is configured to monitor the temperature measured by the temperature sensor 26 of the power transmission unit (PTU) and the temperature sensor 36 of the rear differential.

  If the temperature measured by the power transmission unit (PTU) sensor 26 or the rear differential sensor 36 exceeds a predetermined upper critical temperature value, the vehicle 1 will latch the driveline 5 in a state that is actually present. It is configured. If the drive line 5 is in the second mode, the drive line 5 remains latched in the second mode until the temperature measured by both sensors 26 'and 36 falls below a predetermined upper critical temperature; If requested at that time, transition to the first mode is allowed.

If the drive line 5 is in the first mode, the vehicle 1 shifts to the second mode when one of the conditions (a) to (b1) for shifting to the second mode is satisfied. Can be configured to allow. However, once in the second mode, the transition to the first mode is not allowed unless the temperature measured by both sensors 26, 36 falls below a predetermined critical temperature value as described above.
In some embodiments, the predetermined upper critical temperature sensor value may be about 150 degrees Celsius. Other temperatures are also useful.

  Embodiments of the present invention having this feature can be used if a second mode is required to reduce slip, even if the temperature measured by one or both of the temperature sensors 26, 36 is higher than a predetermined upper critical temperature, The vehicle has the advantage that it is allowed to enter the second mode. However, once in the second mode, the driveline 5 cannot return to the first mode while the temperature measured by any sensor exceeds the upper critical temperature. By preventing the transition from the second mode to the first mode under these conditions, the probability of transitioning from the second mode to the first mode when one or both temperatures are above a predetermined upper critical temperature value is substantial. Reduce to zero.

  In some embodiments, the upper critical temperature value beyond which the transition from the second mode to the first mode is not allowed may be different for the power transmission unit (PTU) 24 and the rear differential 30.

  Additionally or alternatively, in some embodiments, the one or more first predetermined thresholds that may be triggered to transition to the second mode indicate the likelihood of transition from the first mode to the second mode. Configured to be changeable to reduce. It should be understood that changing the threshold to reduce the likelihood of transition has the effect of reducing the likelihood of transition between modes that would have been allowed if the threshold did not change under certain conditions. .

  In some embodiments where the first and second predetermined thresholds are used for one or more parameters, the value of the one or more second predetermined thresholds may additionally or alternatively vary. This reduces the possibility of transition from the second mode to the first mode when in the second mode.

  In some embodiments, the vehicle 1 may increase the power transmission unit (PTU) or difference if the power transmission unit (PTU) sensor temperature or the differential unit sensor temperature falls below a predetermined lower critical temperature value. It is configured to respond in a manner corresponding to the method described above with respect to the motion sensor temperature. The predetermined lower critical temperature value can be, for example, about −10 ° C.

  Thus, if the temperature of the power transmission unit (PTU) 24 or the differential 30 falls below a predetermined lower critical temperature (which may have the same value in some embodiments) and the driveline 5 is second If in mode, the driveline is configured to remain in the second mode until both temperatures rise above their predetermined lower critical temperature value.

  In contrast, if the drive line 5 is in the first mode, a transition to the second mode can be allowed. However, once entering the second mode, the transition back to the first mode is prohibited until both temperatures rise above their respective predetermined lower critical temperature values.

  Other configurations are also useful. For example, the lower critical temperature value of the power transmission device (PTU) 24 may be different from the temperature of the differential device 30.

  Some embodiments of the present invention reduce the amount of driveline 5 activity in the transition between the first mode and the second mode, and in some embodiments one or more of the driveline 5 It should be understood that in response to the temperature of the part (including one or more fluids) it has the advantage that activity is substantially prevented.

  In some embodiments, if the temperature of the power transmission unit (PTU) 24 or the rear differential 30 falls below the lower critical mode lock temperature, the drive line mode from the first mode to the second mode or the second Transition from mode to first mode is not allowed. That is, the drive line is locked or latched to its current mode. The lower critical mode lock temperature is such that one or both of the power transmission unit (PTU) 24 and the rear differential 30 connect or disconnect the propshaft to the engine 11 and the rear wheels 14, 15 respectively below that temperature. It should be understood that a temperature can be selected that cannot.

  In some embodiments, the predetermined lower critical temperature value may be about 30 ° C. and the predetermined lower critical mode lock temperature value may be about 40 ° C.

  In some embodiments, if the temperature of the power transmission unit (PTU) 24 or the rear differential 30 rises above the upper critical mode lock temperature, whether from the first mode to the second mode or from the second mode to the first mode. Even so, the transition to driveline mode is not allowed. The upper critical mode lock temperature is such that one or both of the power transmission unit (PTU) 24 and the rear differential 30 cannot connect or disconnect the propshaft from the engine 11 and the rear wheels 14, 15 respectively. Please understand.

  In some embodiments, instead of the rear differential 30, a rear drive unit (RDU) is provided to drive the left and right rear wheels, and a speed differential is provided between the left and right rear wheels. RDU) is accepted by slipping of one or more clutches.

  FIG. 2 shows an automobile 100 according to an embodiment of the present invention. The functions of the embodiment of FIG. 2 are indicated by reference numerals with 100 added to the embodiment of FIG.

  In the embodiment of FIG. 2, the drive line 105 has one end of the auxiliary drive shaft of the auxiliary portion 110 or one end of the prop shaft 123 connected to the engine 111 via the transmission 118 of the drive line 105 and the power of the power transmission unit (PTU) 124. It is similar to the embodiment of FIG. 1 in that it has a power transmission unit (PTU) 124 that can be operated to engage by closing a transmission clutch (PTC) 122.

  However, instead of the rear differential 30, the auxiliary unit 110 has a rear drive unit (RDU) 127. In the embodiment of FIG. 2, the rear drive unit (RDU) 127 has a crown gear 130 coupled to the end of the prop shaft 123 opposite the end of the prop shaft 123 coupled to the power transmission unit (PTU) 124. Have.

  The rear drive unit (RDU) 127 also has left and right friction clutches 127L, 127R that operate to couple the crown gear 130 to the left and right drive shafts 126L, 126R, respectively, which drive shafts are respectively left and right rear. It is connected to the rings 114 and 115.

  The rear drive unit (RDU) 127 has left and right actuators 127AL and 127AR, which operate to open and close the left and right friction clutches 127L and 127R, respectively. The actuators 127AL and 127AR are configured to move from a first position where both friction clutches 127L and 127R are opened toward a second position where both friction clutches 127L and 127R are closed. When the pressure is applied to each of the friction clutches 127L and 127R, the friction clutches 127L and 127R are closed.

  If, for example, cornering requires that one of the rear wheels 114, 115 rotate at a faster speed than the other, slip of one or both of the clutches 127L, 127R is allowed, thereby causing a differential rotational speed. Is acceptable.

  Under certain circumstances, the predetermined operating temperature of the vehicle, for example the temperature of the auxiliary driveline 110, such as the temperature of the rear drive unit RDU 127 and / or the clutch 127L, 127R, may reach or exceed a predetermined maximum operating temperature Should be understood. This can be caused, for example, by slippage of the rear drive unit RDU127 and the clutches 127L, 127R.

  Under these circumstances, the automobile 100 opens the clutches 127L and 127R, causes the automobile 100 to enter the first operation mode, and closes the clutches 127L and 127R until the predetermined operation temperature falls to an acceptable level. It is configured to prevent (thus preventing the transition from the first mode to the second mode).

  In some embodiments, the vehicle further maintains the power transmission clutch 122 closed, thereby reducing the difference in rotational speed between the input shafts 127LIN, 127RIN and the output shafts 127LOUT, 127ROUT of the clutches 127L and 127R. It is configured.

  In some embodiments, instead of directly measuring the temperature of a component, such as a power transmission unit (PTU) 24, 124, differential 30, or rear drive unit (RDU) 127, a thermal model of component temperature is used. The estimated temperature can also be predicted. The thermal model may have inputs and one or more other parameters that allow estimation of clutch activity, driveline torque and / or power transmission unit (PTU), differential, or rear drive unit (RDU) . The advantage of such a system is that it can reduce vehicle failure or damage to the parts (eg due to overheating) as a result of temperature sensor failure.

  Alternatively or in addition, the temperature of the power transmission unit (PTU), differential or rear drive unit (RDU) may be one or more configured to measure the temperature of different parts or fluids. It can be indirectly determined based on information from the temperature sensor.

  For example, the temperature of a power transmission unit (PTU) clutch, differential or rear drive unit (RDU) is based on the temperature of a component such as a gear box, a driveline actuator such as a clutch actuator, or other suitable component. Can be determined. Other configurations are possible.

  Embodiments of the invention prevent transitions between modes where the risk of damage to one or more parts of a vehicle driveline auxiliary is responsive to a given vehicle operating temperature value (measured or predicted). This has the effect of being reduced. Some embodiments of the present invention have the effect that the power transmission unit (PTU), differential and / or rear drive unit (RDU) is blocked from operating at temperatures above a predetermined value. Furthermore, the risk that the temperature of one of these parts exceeds a predetermined value for a long time can be reduced.

  It may be understood that a reference to the operating temperature of a motor vehicle means in some embodiments a reference to the temperature of the motor vehicle components and fluids.

  Throughout the specification and claims, the terms “include” and “comprise” mean “including but not limited to” and exclude other parts, additives, elements, integers or steps, etc. Is not intended.

  Throughout the description and claims, the singular includes the plural unless specifically stated otherwise. In particular, where indefinite articles are used, it should be understood that the specification contemplates the plural and singular unless specifically stated otherwise.

  Features, integers, properties, compounds, chemical moieties or chemical groups described in connection with a particular aspect, embodiment or example of the invention are applicable to any other aspect, embodiment and example as long as they do not conflict. I want to be understood.

  This application claims the priority of UK patent application GB1102826.3 on 18 February 2011.

DESCRIPTION OF SYMBOLS 1 Automobile 5 Drive line 10 Auxiliary part 11 Internal combustion engine 12, 13 Front wheel 14, 15 Rear wheel 17 Clutch 18 Gear box 19 Front drive shaft 22 Power transmission clutch (PTC)
23 prop shaft 24 power transmission unit (PTU)
26 Temperature sensor 27 Clutch 30 Rear differential 36 Temperature sensor 40 Controller 100 Car 105 Drive line 110 Auxiliary part 111 Engine 114, 115 Rear wheel 118 Transmission 122 Power transmission clutch (PTC)
123 prop shaft 124 power transmission unit (PTU)
126L, 126R Drive shaft 127 Rear drive unit (RDU)
127L, 127R Friction clutch 127AL, 127AR Actuator 127LIN, 127RIN Input shaft 127LOUT, 127ROUT Output shaft 130 Crown gear

Claims (25)

Driving means,
A drive line for connecting at least a first group and a second group of one or more wheels to the first group and the second group of one or more wheels; The first group of the above wheels can be driven by the driving means when the drive line is in the first operation mode, and the second group of one or more wheels has the drive line as the second group. A driveline configured to be additionally driven by the driving means when in the operation mode;
A car equipped with
The drive line connects the second group of the one or more wheels to a torque transmission path from the driving means when the drive line transitions between the first mode and the second mode. An auxiliary portion having a releasable torque transmitting means operable to,
The automobile includes control means capable of automatically operating drive line control for shifting from the first mode to the second mode and from the second mode to the first mode,
The control means, depending on the predetermined motoring temperature values, operable and / or from the second mode from the first mode to the second mode so as to prevent the transition to the first mode Yes ,
The control means is configured to prevent the transition from the second mode to the first mode when the predetermined automobile operating temperature value is lower than a first predetermined value.
The control means prevents the transition from the first mode to the second mode and from the second mode to the first mode when the predetermined vehicle operating temperature value is lower than a third predetermined value. Is operable as
The third predetermined value is lower than the first predetermined value;
Automobile. Driving means,
At least a first group and a second group of one or more wheels; and
A drive line for connecting the driving means to the first group and the second group consisting of one or more wheels, wherein the first group consisting of one or more wheels is operated by the drive line in the first operation. The second group of one or more wheels can be driven by the driving means when in the mode, and the second group of one or more wheels can be additionally driven by the driving means when the drive line is in the second operation mode. Driveline, configured to allow
A car equipped with
The drive line connects the second group of the one or more wheels to a torque transmission path from the driving means when the drive line transitions between the first mode and the second mode. An auxiliary portion having a releasable torque transmitting means operable to,
The automobile includes control means capable of automatically operating drive line control for shifting from the first mode to the second mode and from the second mode to the first mode,
The control means is operable to prevent a transition from the first mode to the second mode and / or from the second mode to the first mode, depending on a predetermined vehicle operating temperature value. Yes ,
The control means is operable to prevent transition from the second mode to the first mode when the predetermined vehicle operating temperature value is higher than a second predetermined value;
The control means prevents the transition from the first mode to the second mode and from the second mode to the first mode when the predetermined vehicle operating temperature value is higher than a fourth predetermined value. Is operable as
The fourth predetermined value is greater than the second predetermined value;
Automobile. Wherein, when the predetermined motoring temperature value is higher than the second predetermined value, Ri operably der to prevent the transition from the second mode to the first mode, the second predetermined value is higher than the first predetermined value, vehicle according to 請 Motomeko 1. The control means controls the drive line for shifting from the first mode to the second mode when a first set of one or more predetermined conditions relating to one or more vehicle driving parameters is satisfied. Is automatically operable and
The control means further automatically controls the drive line for transitioning from the second mode to the first mode when a second set of one or more conditions relating to one or more vehicle operating parameters is satisfied. The automobile according to any one of claims 1 to 3 , wherein the automobile is operable in an automatic manner. The control means is dependent on the predetermined vehicle operating temperature value and is a threshold value of one vehicle driving parameter of a first set of one or more vehicle driving parameters that is higher or lower than the threshold value. 5. The vehicle of claim 4 , wherein the vehicle is operable to change a first threshold, which is a threshold at which the line goes from the first mode to the second mode. The control means is dependent on the predetermined vehicle operating temperature value and is a threshold value of one vehicle driving parameter of the second set of one or more vehicle driving parameters that is higher or lower than the threshold value. 6. An automobile according to claim 4 or 5 , operable to change a second threshold, which is a threshold at which a line enters the first mode. First and second sets of one or more motor vehicle operating parameters have a common operating parameters, the first threshold value and second threshold value is a value of the operating parameter, claim 6 depending on claim 5 Car described in. The automobile according to claim 7 , wherein the first threshold value and the second threshold value are substantially the same. The automobile according to claim 7 , wherein the first threshold value and the second threshold value are different. The predetermined vehicle operating temperature value is at least one temperature selected from the vehicle part or fluid, the driveline auxiliary part or fluid, the releasable torque transmitting means part or fluid, and the ambient temperature. The automobile according to any one of claims 1 to 9 , which is a value . The predetermined vehicle operating temperature value is determined by a virtual model executed by computer software code having one or more inputs corresponding to one or more vehicle operating parameters other than the predetermined vehicle operating temperature value. The automobile according to any one of 1 to 10 . The auxiliary portion of the drive line has a prop shaft, the releasable torque transmission means has first and second releasable torque transmission means, and the first releasable torque transmission means includes: The propshaft is operable between a connected state where the propshaft is connected to a torque transmission path from the driving means and a disconnected state where the propshaft is disconnected, and the second releasable torque transmitting means is configured such that the propshaft is The automobile according to any one of claims 1 to 11 , wherein the automobile is operable to be connected to or disconnected from a second group of one or more wheels. 13. The vehicle according to claim 12 , wherein in the first mode of the driveline, both the first and second releasable torque transmitting means are in a disconnected state. When the drive line is in a first mode and the predetermined vehicle operating temperature value is lower than a first predetermined value, the control means places the first releasable torque transmitting means in the connected state, Maintaining the second releasable torque transmitting means in a disconnected state or maintaining the first releasable torque transmitting means in a disconnected state and placing the second releasable torque transmitting means in a connected state vehicle according to claim 12 or 13 dependent on constituted claims 1 to. When the drive line is in the first mode and the predetermined vehicle operating temperature value is higher than a second predetermined value, the vehicle places the first releasable torque transmitting means in a connected state, but the second The releasable torque transmitting means is maintained in a disconnected state, or the first releasable torque transmitting means is maintained in a disconnected state, but the second releasable torque transmitting means is configured to be in a connected state. The automobile according to any one of claims 12 to 14 dependent on claim 2 . When the drive line is in the second mode and the predetermined vehicle operating temperature value is higher than the third predetermined value, the control means causes the second releasable torque transmitting means to be disconnected. 16. A vehicle according to any one of claims 12-15 , wherein the vehicle is operable to control and thereby drive the driveline into a first mode. Further, when the drive line is in the second mode and the predetermined vehicle operating temperature value is higher than the third predetermined value, the first releasable torque transmitting means is maintained in the connected state and the first 17. A vehicle according to claim 16 , wherein the two releasable torque transmitting means are arranged to be placed in a disconnected state. The automobile according to any one of claims 1 to 17 , wherein the releasable torque transmitting means includes a clutch means. The vehicle according to any one of claims 12 to 18 , wherein one or both of the first and second releasable torque transmitting means includes a clutch means. The automobile according to any one of claims 1 to 19 , wherein the driving means includes at least one selected from an internal combustion engine and an electric machine. A method of controlling an automobile having a driveline operable to drive a first group and a second group of one or more wheels,
In the first operation mode of the drive line, driving a first group of one or more wheels by a driving means coupled to the drive line;
In the second driving mode of the driveline, the auxiliary part of the driveline is coupled to the driving means by releasable torque transmitting means, thereby comprising the one or more wheels in addition to the first group. Driving the second group;
And the method includes controlling the drive line to automatically transition between the first mode and the second mode;
Furthermore, the method, see contains to prevent migration between the depending on the predetermined motoring temperature values both modes,
The method prevents the transition from the second mode to the first mode when the predetermined vehicle operating temperature value is lower than the first predetermined value, and the predetermined vehicle operating temperature value is a third value. Further comprising preventing transition from the first mode to the second mode and from the second mode to the first mode when the third predetermined value is lower than the first value. Lower than the predetermined value of,
Method. A method of controlling an automobile having a driveline operable to drive a first group and a second group of one or more wheels,
In the first operation mode of the drive line, driving a first group of one or more wheels by a driving means coupled to the drive line;
In the second driving mode of the driveline, the auxiliary part of the driveline is coupled to the driving means by releasable torque transmitting means, thereby comprising the one or more wheels in addition to the first group. Driving the second group;
And the method includes controlling the drive line to automatically transition between the first mode and the second mode;
Further, the method includes preventing transition between the two modes depending on a predetermined vehicle operating temperature value;
The method prevents the transition from the second mode to the first mode when the predetermined vehicle operating temperature value is higher than the second predetermined value, and the predetermined vehicle operating temperature value is a fourth predetermined value. Further comprising preventing the transition from the first mode to the second mode and from the second mode to the first mode when the value is higher than the value, wherein the fourth predetermined value is the second predetermined value. Greater than the value,
Method. 23. A method according to claim 21 or 22 , comprising the step of preventing a transition from the second mode to the first mode when the predetermined vehicle operating temperature value is higher than a second predetermined value. A control step of automatically transitioning the driveline from the first mode to the second mode when a first set of one or more predetermined conditions relating to one or more vehicle operating parameters is satisfied;
A control step of automatically transitioning the driveline from the second mode to the first mode when a second set of one or more predetermined conditions relating to one or more vehicle operating parameters is satisfied; 24. A method according to any one of claims 21 to 23 . A prime mover, at least a pair of rear wheels, a shaft connecting the prime mover to the rear wheel, and a first coupling means and a second coupling means for selectively connecting a prop shaft to the prime mover and the rear wheel, respectively; An automotive system with a driveline having
The system includes a first operation mode in which the prop shaft is disconnected from both the prime mover and the rear wheel, and a second operation mode in which the prime mover is connected to the rear wheel by the prop shaft. 25. Control means configured to control operation of the first coupling means and the second coupling means, wherein the control means is configured to implement the method according to any one of claims 21-24. Being
system.

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